JP5110290B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that adjusts a camber angle of a wheel and a steering mechanism.

  Attempts have been made to improve the turning performance by taking out the tire capacity sufficiently by increasing the camber angle of the wheel (the angle formed by the tire center and the ground) in the minus direction. For example, if the camber angle is set to 0 °, for example, the tread touches the ground in the entire width direction when traveling straight, but the inner tread floats off the ground due to the roll of the vehicle due to centrifugal force when turning. This is because the turning performance cannot be obtained. Therefore, by assigning a negative camber angle in advance, the tread can come into contact with the ground widely during turning, and the turning performance can be improved.

  However, if the wheel is attached to the vehicle with a large camber angle in the negative direction, the turning performance of the tire is improved, but the ground contact pressure at the inner tread edge increases during straight running, and the tire is unevenly worn, which is uneconomical. In addition, there is a problem that the temperature of the tread edge becomes high.

  Therefore, when mounting a wheel on a vehicle with a large camber angle in the negative direction, the side part on one side of the tire is reinforced stronger than the side part on the other side, and the tread rubber is divided into two parts. A technique is disclosed in which the hardness of one side is made lower than that of the other side, or the tread thickness at the end of the tread is increased to ensure wear resistance, heat resistance, and high grip (Patent Document 1).

  Moreover, a suspension system that actively controls the camber angle of a wheel by the driving force of an actuator is disclosed (Patent Document 2).

Japanese Patent Laid-Open No. 2-185802 US Pat. No. 6,347,802

  However, the former technique can demonstrate sufficient performance in terms of maintaining high grip when turning, but is insufficient in terms of both high grip and low fuel consumption (low rolling resistance). There was a problem. Further, in the above-described conventional technology, the high grip performance is limited at the time of turning. For example, there is a problem that the high grip performance at the time of rapid acceleration / braking during straight running is insufficient. . Similarly, the latter technique has a problem that it is insufficient in terms of achieving both high grip performance and low fuel consumption. In addition, there is no disclosure about a countermeasure when the camber angle becomes uncontrollable.

  The present invention has been made to solve the above-described problems, and can achieve both high grip performance and low fuel consumption, and can stabilize the vehicle when the camber angle becomes uncontrollable. An object of the present invention is to provide a vehicle control device capable of braking.

For this purpose, the present invention includes a first tread and a second tread arranged in parallel in the width direction with respect to the first tread and disposed outside or inside the vehicle, and the first tread and the second tread. The tread is configured to have different characteristics, and the first tread is configured to have higher gripping power than the second tread, and the second tread is configured to have a higher characteristic than the first tread. A wheel configured to have a low rolling resistance characteristic, a camber angle adjusting device for adjusting a camber angle of the wheel, a steering mechanism for steering the wheel, a steering sensor device for detecting an operation state of the steering mechanism, A camber angle sensor device that detects a camber angle of the wheel, and determines that the camber angle of at least one of the wheels is uncontrollable. If, it controls so as to approximate the camber angle of the controllable the wheel camber angle of uncontrollable the wheel, and controls the steering mechanism.
A vehicle speed detecting means for detecting a vehicle speed of the vehicle; and a yaw rate sensor device for detecting a yaw rate value of the vehicle. When the vehicle speed of the vehicle is equal to or higher than a predetermined speed when going straight, the yaw rate value of the vehicle is The steering mechanism is controlled to approach zero.
The steering sensor device includes vehicle speed detecting means for detecting the vehicle speed of the vehicle, a yaw rate sensor device for detecting a yaw rate value of the vehicle, and a gradient sensor device for detecting the gradient of the vehicle. A yaw rate value required for turning is calculated from the vehicle speed detecting means, the yaw rate sensor device, and the gradient sensor device, and the steering mechanism is controlled so as to approach the yaw rate value required for the turning.

  According to the first aspect of the present invention, the first tread includes a first tread and a second tread arranged in parallel with the first tread in the width direction and disposed outside or inside the vehicle. And the second tread have different characteristics, and the first tread has a higher grip force than the second tread, and the second tread has the first tread. Compared to the above, a wheel having a characteristic with a small rolling resistance, a camber angle adjusting device for adjusting a camber angle of the wheel, a steering mechanism for steering the wheel, and a steering for detecting an operation state of the steering mechanism A sensor device and a camber angle sensor device for detecting a camber angle of the wheel, the camber angle of at least one of the wheels being uncontrollable If it is determined, the controllable camber angle of the wheel is controlled to be close to the uncontrollable camber angle of the wheel, and the steering mechanism is controlled, so that both high grip and low fuel consumption can be achieved during normal driving. In addition, when the camber angle adjusting device breaks down and the camber angle becomes uncontrollable, the vehicle is stabilized by controlling the steering mechanism, and the shake of the vehicle can be reduced.

  According to a second aspect of the present invention, the vehicle speed detecting means for detecting the vehicle speed of the vehicle and a yaw rate sensor device for detecting the yaw rate value of the vehicle are provided, and the vehicle speed of the vehicle is equal to or higher than a predetermined speed when going straight ahead. In this case, since the steering mechanism is controlled so that the yaw rate value of the vehicle approaches 0, when the camber angle adjusting device breaks down and the camber angle becomes uncontrollable, the vehicle is stabilized by controlling the steering mechanism. It becomes possible to reduce the shake of the vehicle.

  According to a third aspect of the present invention, the vehicle speed detection means for detecting the vehicle speed of the vehicle, a yaw rate sensor device for detecting the yaw rate value of the vehicle, and a gradient sensor device for detecting the gradient of the vehicle, When turning, the yaw rate value required for turning is calculated from the steering sensor device, the vehicle speed detecting means, the yaw rate sensor device, and the gradient sensor device, and the steering is controlled so as to approach the yaw rate value required for the turning. When the camber angle adjusting device breaks down and the camber angle becomes uncontrollable, the vehicle becomes stable by controlling the steering and can turn smoothly.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a vehicle control device 100 according to the first embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the vehicle body frame BF, and wheels that rotate and drive these wheels 2 independently. A driving device 3 and a camber angle adjusting device 4 for adjusting a camber angle of each wheel 2 are mainly provided, and the camber angle of the wheel 2 is controlled by the vehicle control device 100 to be provided on the wheel 2. By properly using different types of treads (see FIGS. 5 and 6), it is possible to improve driving performance and achieve fuel saving.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes four wheels, that is, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction. These front and rear wheels 2FL to 2RR are configured to be able to rotate independently by being given a rotational driving force from the wheel driving device 3.

  The wheel driving device 3 is a rotation driving device for independently rotating and driving each wheel 2, and as shown in FIG. 1, four electric actuators (FL to RR actuators 3 FL to 3 RR) are attached to each wheel 2 ( That is, it is arranged and configured as an in-wheel motor. When the driver operates the accelerator pedal 52, a rotational driving force is applied to each wheel 2 from each wheel driving device 3, and each wheel 2 is rotated at a rotational speed corresponding to the operation amount of the accelerator pedal 52.

  The wheels 2 (front and rear wheels 2FL to 2RR) are configured such that the camber angle can be adjusted by the camber angle adjusting device 4. The camber angle adjusting device 4 is a drive device for adjusting the camber angle of each wheel 2 and, as shown in FIG. 1, a total of four (FL to RR actuators 4FL to 4RR) are provided at positions corresponding to the wheels 2. Is arranged.

  Further, the camber angle adjusting device 4 is used for the traveling state of the vehicle 1 (for example, when traveling at a constant speed or acceleration / deceleration, or when traveling straight or turning), or the state of the road surface G on which the wheels 2 travel (for example, on a dry road surface). And the vehicle control device 100 controls the camber angle of the wheel 2 in accordance with a change in state (such as when the road surface is rainy).

  Here, with reference to FIG. 2, the detailed configuration of the wheel driving device 3 and the camber angle adjusting device 4 will be described by taking the left front wheel 2FL as an example. FIG. 2 is a sectional view through the camber shaft of the wheel 2. In FIG. 2, illustration of a power supply wiring for supplying a driving voltage to the wheel driving device 3 is omitted.

  As shown in FIG. 2, the wheel 2 (front and rear wheels 2FL to 2RR) mainly includes a tire 2a made of a rubber-like elastic material and a wheel 2b made of an aluminum alloy or the like, and the wheel 2b The wheel drive device 3 (FL to RR motors 3FL to 3RR) is disposed as an in-wheel motor on the inner periphery of the motor.

  The tire 2a is different in characteristics from the first tread 21 disposed inside the vehicle 1 (right side in FIG. 2), and the second tread 22 disposed outside the vehicle 1 (left side in FIG. 2). With. The detailed configuration of the wheel 2 (tire 2a) will be described later with reference to FIG.

  As shown in FIG. 2, the wheel drive device 3 has a wheel drive shaft 3a protruding to the front side (left side in FIG. 2) connected and fixed to the wheel 2b, and a rotational drive force via the wheel drive shaft 3a. Can be transmitted to the wheel 2.

  The camber angle adjusting device 4 includes a drive actuator 4a and a camber drive shaft 4b. The drive actuator 4a is fixed to the vehicle body frame BF and rotates the camber drive shaft 4b. The camber drive shaft 4b is inserted into the hole 3c of the bracket 3b of the wheel drive device 3 (FL to RR motors 3FL to 3RR), and is fixedly connected. The camber drive shaft 4b is rotatably inserted through a hole BFb of the vehicle body side bracket BFa fixed to the vehicle body frame BF via a bearing or the like. The camber drive shaft 4b is disposed so as to be inclined with respect to the front-rear direction of the vehicle 1 so that the front is outward.

  As a result, the drive actuator 4a is rotationally driven, whereby the wheel drive device 3 is driven to swing about the camber drive shaft 4b serving as the camber shaft C. As a result, a predetermined camber angle is imparted to each wheel 2. Is done.

  For example, when the drive actuator 4a is rotationally driven in the direction of arrow A in a state where the wheel 2 is in the neutral position (straight traveling state of the vehicle 1), the camber drive shaft 4b is rotated and the wheel drive device 3 is rotated around the camber shaft C. And a negative camber angle (negative camber) is given to the wheel 2. On the other hand, when the drive actuator 4a in the reverse direction is rotated from this, camber angle of the plus direction (positive camber) is given to the wheel 2.

  Returning to FIG. The accelerator pedal 52 and the brake pedal 53 are operation members operated by the driver, and the traveling speed and braking force of the vehicle 1 are determined according to the depression state (depression amount, depression speed, etc.) of each pedal 52, 53. Then, the operation control of the wheel drive device 3 is performed.

  The steering mechanism 54 is an operation member operated by the driver, and the turning radius of the vehicle 1 is determined according to the operation state (rotation angle, rotation speed, etc.), and the operation control of the camber angle adjusting device 4 is performed. Done. The wiper switch 55 is an operation member operated by the driver, and operation control of a wiper (not shown) is performed according to the operation state (operation position and the like).

  Similarly, the winker switch 56 and the high grip switch 57 are operation members operated by the driver, and in the former case, the operation control of the winker (not shown) is performed according to the operation state (operation position, etc.). In the latter case, the operation control of the camber angle adjusting device 4 is performed.

  The state in which the high grip switch 57 is turned on corresponds to the state in which high grip performance is selected as the characteristic of the wheel 2, and the state in which the high grip switch 57 is turned off selects low rolling resistance as the characteristic of the wheel 2. It corresponds to the state that was done.

  The vehicle control device 100 is a vehicle control device for controlling each part of the vehicle 1 configured as described above. For example, the operation state of each of the pedals 52 and 53 is detected and the detection result is determined. By operating the wheel drive device 3, the rotational speed of each wheel 2 is controlled.

  Alternatively, the operation state of the accelerator pedal 52, the brake pedal 53, and the steering mechanism 54 is detected, and the camber angle adjusting device 4 is operated according to the detection result to adjust the camber angle of each wheel. The two types of treads 21 and 22 are selectively used (see FIGS. 5 and 6) to improve running performance and achieve fuel saving. Here, with reference to FIG. 3, the detailed structure of the control apparatus 100 for vehicles is demonstrated.

  FIG. 3 is a block diagram showing an electrical configuration of the vehicle control device 100. As shown in FIG. 3, the vehicle control device 100 includes a CPU 71, a ROM 72, and a RAM 73 as control means, determination means, and calculation means, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 71, fixed value data, and the like, and the RAM 73 is a memory for storing various data in a rewritable manner when the control program is executed. . The ROM 72 stores a program of a flowchart (camber control process) shown in FIG.

  As described above, the wheel drive device 3 is a device for rotationally driving each wheel 2 (see FIG. 1), and includes four FL to RR motors 3FL to 3RR that apply a rotational driving force to each wheel 2. The motor 3FL-3RR is mainly provided with a drive circuit (not shown) for driving and controlling the motors 3FL-3RR based on a command from the CPU 71.

  As described above, the camber angle adjusting device 4 is a device for adjusting the camber angle of each wheel 2, and provides four driving forces for adjusting the angle to each wheel 2 (wheel driving device 3). FL to RR drive actuators 4FL to 4RR, and a drive circuit (not shown) for driving and controlling each of the drive actuators 4FL to 4RR based on a command from the CPU 71 are mainly provided.

  When the drive circuit of the camber angle adjusting device 4 drives and controls the drive actuator 4a based on an instruction from the CPU 71, the camber drive shaft 4b is rotationally driven. The drive circuit of the camber angle adjusting device 4 monitors the rotation angle of each drive actuator 4a with a rotation angle sensor, and the drive actuator 4a that has reached the target value (expansion / contraction amount) instructed by the CPU 71 is stopped from rotating. The The detection result by the rotation angle sensor is output from the drive circuit to the CPU 71, and the CPU 71 can obtain the current camber angle of each wheel 2 based on the detection result.

  The vehicle speed sensor device 32 is a device for detecting the ground speed (absolute value and traveling direction) of the vehicle 1 with respect to the road surface G, and outputting the detection result to the CPU 71, and the longitudinal and lateral acceleration sensors 32a and 32b. And a control circuit (not shown) that processes the detection results of the acceleration sensors 32a and 32b and outputs the result to the CPU 71.

  The longitudinal acceleration sensor 32a is a sensor that detects the acceleration in the longitudinal direction (the vertical direction in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 32b is the lateral direction of the vehicle 1 (body frame BF) ( FIG. 1 is a sensor that detects acceleration in the left-right direction. In the present embodiment, each of the acceleration sensors 32a and 32b is configured as a piezoelectric sensor using a piezoelectric element.

  The CPU 71 time-integrates the detection results (acceleration values) of the respective acceleration sensors 32a and 32b input from the control circuit of the vehicle speed sensor device 32 to calculate the speeds in two directions (front and rear and left and right directions), respectively. By synthesizing these two-direction components, the ground speed (absolute value and traveling direction) of the vehicle 1 can be obtained.

  The ground load sensor device 34 is a device for detecting the load received by the ground contact surface of each wheel 2 from the road surface G and outputting the detection result to the CPU 71. RR load sensors 34FL to 34RR and a processing circuit (not shown) for processing the detection results of the load sensors 34FL to 34RR and outputting them to the CPU 71 are provided.

  In the present embodiment, each of the load sensors 34FL to 34RR is configured as a piezoresistive triaxial load sensor. Each of these load sensors 34FL to 34RR is disposed on a suspension shaft (not shown) of each wheel 2, and the load received by the wheel 2 from the road surface G in the front-rear direction, left-right direction, and up-down direction 3 of the vehicle 1 is determined. Detect by direction.

  The CPU 71 estimates the friction coefficient μ of the road surface G on the ground contact surface of each wheel 2 from the detection results (ground load) of the load sensors 34FL to 34RR input from the ground load sensor device 34 as follows.

  For example, focusing on the front wheel 2FL, if the loads in the front-rear direction, the left-right direction, and the vertical direction of the vehicle 1 detected by the FL load sensor 34FL are Fx, Fy, and Fz, respectively, the portion corresponding to the ground contact surface of the front wheel 2FL is detected. The friction coefficient μ in the longitudinal direction of the vehicle 1 on the road surface G is Fx / Fz (μx = Fx / Fz) when the front wheel 2FL is slipping with respect to the road surface G (μx = Fx / Fz), and the front wheel 2FL slips with respect to the road surface G. In the non-slip state, it is estimated that the value is larger than Fx / Fz (μx> Fx / Fz).

  The same applies to the friction coefficient μy in the left-right direction of the vehicle 1. In the slip state, μy = Fy / Fz, and in the non-slip state, the value is estimated to be larger than Fy / Fz. Of course, it is possible to detect the friction coefficient μ by other methods. Examples of other techniques include known techniques disclosed in Japanese Patent Application Laid-Open Nos. 2001-315633 and 2003-118554.

  The wheel rotation speed sensor device 35 is a device for detecting the rotation speed of each wheel 2 and outputting the detection result to the CPU 71. Four FL to RR rotations for detecting the rotation speed of each wheel 2 respectively. Speed sensors 35FL to 35RR and a processing circuit (not shown) that processes the detection results of the rotational speed sensors 35FL to 35RR and outputs them to the CPU 71 are provided.

  In this embodiment, each rotation sensor 35FL-35RR is provided in each wheel 2, and detects the angular velocity of each wheel 2 as a rotation speed. That is, each rotation sensor 35FL-35RR is an electromagnetic pickup provided with a rotating body that rotates in conjunction with each wheel 2 and a pickup that electromagnetically detects the presence or absence of a large number of teeth formed in the circumferential direction of the rotating body. It is configured as a sensor of the type.

  The CPU 71 can obtain the actual peripheral speed of each wheel 2 from the rotational speed of each wheel 2 input from the wheel rotational speed sensor device 35 and the outer diameter of each wheel 2 stored in advance in the ROM 72. It is possible to determine whether or not each wheel 2 is slipping by comparing the peripheral speed with the traveling speed (ground speed) of the vehicle 1.

  The accelerator pedal sensor device 52a is a device for detecting the operation state of the accelerator pedal 52 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the accelerator pedal 52; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The brake pedal sensor device 53a is a device for detecting the operation state of the brake pedal 53 and outputting the detection result to the CPU 71. An angle sensor (not shown) for detecting the depression state of the brake pedal 53; It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The steering sensor device 54a is a device for detecting the operation state of the steering mechanism 54 and outputting the detection result to the CPU 71, an angle sensor (not shown) for detecting the operation state of the steering mechanism 54, and It mainly includes a control circuit (not shown) that processes the detection result of the angle sensor and outputs it to the CPU 71.

  The wiper switch sensor device 55a is a device for detecting the operation state of the wiper switch 55 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operation state (operation position) of the wiper switch 55. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The winker switch sensor device 56a is a device for detecting the operating state of the winker switch 56 and outputting the detection result to the CPU 71, and a positioning sensor (not shown) for detecting the operating state (operating position) of the winker switch 56. And a control circuit (not shown) for processing the detection result of the positioning sensor and outputting the result to the CPU 71.

  The high grip switch sensor device 57a is a device for detecting the operation state of the high grip switch 57 and outputting the detection result to the CPU 71, and a positioning sensor for detecting the operation state (operation position) of the high grip switch 57. (not shown), and a control circuit for outputting the CPU71 processes the detection result of the positioning sensor (not shown) mainly.

  The yaw rate sensor device 58 is a device for detecting the yaw rate applied to the vehicle 1 and outputting the detection result to the CPU 71, a yaw rate sensor (not shown) for detecting the yaw rate state of the vehicle 1, and the yaw rate sensor. And a control circuit (not shown) for processing the detection result and outputting it to the CPU 71.

  The gradient sensor device 59 is a device for detecting the gradient of the vehicle 1 and outputting the detection result to the CPU 71, a gradient sensor (not shown) for detecting the gradient state of the vehicle 1, and the gradient sensor It mainly includes a control circuit (not shown) that processes the detection result and outputs it to the CPU 71.

  The camber angle sensor device 60 is a device for detecting the camber angle of each wheel 2 and outputting the detection result to the CPU 71. Four camber angles for detecting the camber angle of each wheel 2 are provided. Sensors 60FL to 60RR and a processing circuit (not shown) that processes the detection results of the respective camber angle sensors 60FL to 60RR and outputs them to the CPU 71 are provided.

  In the present embodiment, each angle sensor is configured as a contact-type potentiometer using electric resistance. The CPU 71 obtains the depression amounts of the pedals 52 and 53 and the operation angle of the steering mechanism 54 from the detection results input from the control circuits of the sensor devices 52a to 54a, and differentiates each pedal by time-differentiating the detection results. The stepping speeds (operation speeds) 52 and 53 and the rotation speed (operation speed) of the steering mechanism 54 can be obtained.

  Examples of the other input / output device 35 shown in FIG. 3 include a rainfall sensor for detecting the rainfall and an optical sensor for detecting the state of the road surface G in a non-contact manner.

  Next, the detailed configuration of the wheel 2 will be described with reference to FIGS. 4 to 6. FIG. 4 is a schematic diagram schematically showing a top view of the vehicle 1. 5 and 6 are schematic views schematically showing a front view of the vehicle 1. FIG. 5 shows a state in which a negative camber is applied to the wheel 2. FIG. 6 shows a positive camber on the wheel 2. The state to which is given is shown.

  As described above, the wheel 2 includes two types of treads, the first tread 21 and the second tread 22, and, as shown in FIG. 4, in each wheel 2 (front wheels 2FL, 2FR and rear wheels 2RL, 2RR), The first tread 21 is disposed inside the vehicle 1, and the second tread 22 is disposed outside the vehicle 1.

  In the present embodiment, both treads 21 and 22 have the same width dimension (dimension in the left-right direction in FIG. 4). Further, the first tread 21 is configured to have a higher grip force (high grip performance) than the second tread 22. On the other hand, the second tread 22 is configured to have a characteristic of low rolling resistance (low rolling resistance) as compared to the first tread 21.

  For example, as shown in FIG. 5, when the camber angle adjusting device 4 is operated and controlled, and the camber angles θL and θR of the wheels 2 are adjusted in the negative direction (negative camber), the first that is arranged inside the vehicle 1. While the ground pressure Rin of the tread 21 is increased, the ground pressure Rout of the second tread 22 disposed outside the vehicle 1 is decreased. Thereby, the high grip performance of the first tread 21 can be used to improve the running performance (for example, turning performance, acceleration performance, braking performance, or vehicle stability in the rain).

  On the other hand, as shown in FIG. 6, when the camber adjustment devices 4 are controlled and the camber angles θL and θR of the wheels 2 are adjusted in the positive direction (positive camber direction), the first camber is arranged inside the vehicle 1. The ground pressure of the first tread 21 is decreased, and the ground pressure of the second tread 22 disposed outside the vehicle 1 is increased. Thereby, the fuel-saving performance can be improved by utilizing the low rolling resistance of the second tread 22.

  Next, the camber control process will be described with reference to FIG. FIG. 7 is a flowchart showing the camber control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the vehicle control device 100 is turned on, and by adjusting the camber angle applied to the wheel 2, The two performances of the above-described running performance and fuel saving performance are achieved.

  Regarding the camber control process, the CPU 71 first determines whether or not the wiper switch 55 is turned on, that is, whether or not the driver has instructed a wiping operation by the windshield wiper (S1). As a result, when it is determined that the wiper switch 55 is turned on (S1: Yes), it is estimated that the current weather is rainy and a water film may be formed on the road surface G. Therefore, a negative camber is given to the wheel 2 (S6), and this camber control process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5). The vehicle stability at the time can be improved.

  In the process of S1, when it is determined that the wiper switch 55 is not turned on (S1: No), it is estimated that the condition of the road surface G is good, not rainy weather. It is determined whether or not the amount of depression is equal to or greater than a predetermined value, that is, whether or not an acceleration greater than a predetermined value (rapid acceleration) is instructed by the driver (S2).

  As a result, when it is determined that the depression amount of the accelerator pedal 52 is greater than or equal to a predetermined value (S2: Yes), the driver is instructed to accelerate suddenly, and the wheel 2 may slip. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented and the acceleration performance of the vehicle 1 can be improved.

  If it is determined in step S2 that the amount of depression of the accelerator pedal 52 has not reached the predetermined value (S2: No), rapid acceleration is not instructed, and it is assumed that the vehicle is running at a moderate acceleration or constant speed. Then, it is determined whether or not the amount of depression of the brake pedal 53 is equal to or greater than a predetermined value, that is, whether or not braking (rapid braking) greater than a predetermined value is instructed by the driver (S3).

  As a result, when it is determined that the amount of depression of the brake pedal 53 is greater than or equal to a predetermined value (S3: Yes), sudden braking is instructed by the driver, and the wheel 2 may be locked. 2 is assigned a negative camber (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By utilizing this property, it is possible to prevent the wheels 2 from being locked, and to improve the braking performance of the vehicle 1.

  In the process of S3, when it is determined that the depression amount of the brake pedal 53 has not reached the predetermined value (S3: No), sudden braking is not instructed, and gentle braking, acceleration, or constant speed traveling is performed. Then, it is estimated that the vehicle speed (ground speed) is equal to or lower than a predetermined value (for example, 15 km / h), that is, whether the vehicle is traveling at a low speed (S17).

  As a result, when it is determined that the vehicle speed is equal to or lower than the predetermined value (that is, during low-speed traveling) (S17: Yes), the vehicle 1 is thereafter compared with the case where the vehicle speed exceeds the predetermined value. There is a high possibility that the vehicle will decelerate and stop or accelerate. Therefore, in these cases, since it is necessary to secure the gripping force and stopping force of the vehicle 1 (wheel 2) in advance, a negative camber is applied to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. By increasing the grip force of the wheel 2 by utilizing the property, it is possible to prevent the lock and slip, and to improve the braking performance and acceleration performance of the vehicle 1.

  In addition, after the vehicle 1 stops, the stopping force of the vehicle 1 (wheel 2) can be secured by using the high grip property of the first tread 21, so that the vehicle 1 is stopped in a stable state. I can leave. Further, when the vehicle restarts after stopping, the ground pressure Rin of the first tread has been increased in advance to prevent the wheels 2 from slipping, and the vehicle 1 can be restarted smoothly and with high response. It can be carried out.

  In the process of S17, when it is determined that the vehicle speed is greater than the predetermined value (S17: No), the vehicle speed is not low and the driving force / braking force during acceleration / deceleration becomes a relatively small value. Then, it is determined whether or not the winker switch 56 is turned on, that is, whether or not the driver has instructed to turn left or right or change lanes (S18).

  As a result, when it is determined that the winker switch 56 is on (S18: Yes), there is a possibility that the turning operation of the vehicle 1 or deceleration for preparation thereof may be performed in accordance with the right / left turn or the lane change. Since it is high, a negative camber is given to the wheel 2 (S6), and this camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the wheel 2 can be prevented from slipping and the turning performance of the vehicle 1 can be improved.

  In the process of S18, when it is determined that the winker switch 56 is not turned on (S18: No), it is estimated that the turning operation of the vehicle 1 due to the right / left turn or the lane change is not performed. It is determined whether or not the high grip switch 57 is on, that is, whether or not the driver is instructed to select high grip as the characteristic of the wheel 2 (S19).

  As a result, when it is determined that the high grip switch 57 is on (S19: Yes), it means that the high grip property is selected as the characteristic of the wheel 2, so that a negative camber is applied to the wheel 2. (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. Therefore, the slip of the wheel 2 can be prevented, and the braking performance, acceleration performance, or turning performance of the vehicle 1 can be improved.

  In the process of S19, if it is determined that the high grip switch 57 is not turned on (S19: No), then, whether or not the operation angle of the steering mechanism 54 is a predetermined value or more, that is, a predetermined value or more. It is determined whether or not turning (rapid turning) is instructed by the driver (S4).

  As a result, when it is determined that the operation angle of the steering mechanism 54 is equal to or greater than the predetermined value (S4: Yes), the driver is instructed to make a sudden turn, the wheel 2 slips, and the vehicle 1 spins. Therefore, a negative camber is assigned to the wheel 2 (S6), and the camber process is terminated.

  As a result, as in the case described above, the ground pressure Rin of the first tread 21 is increased and the ground pressure Rout of the second tread 22 is decreased (see FIG. 5), so that the high grip of the first tread 21 is achieved. by utilizing the sex, it is possible to prevent a slip of the wheel 2 (spin of the vehicle 1), it is possible to improve the turning performance vehicle 1.

  On the other hand, in the process of S4, when it is determined that the operation angle of the steering mechanism 54 has not reached the predetermined value (S4: No), the sudden turn is not instructed, and the vehicle is moving slowly or straightly. In addition, it is presumed from the processes of S1 to S3 that the road surface condition is good and that rapid acceleration and braking are not instructed (S1: No, S2: No, S3: No).

  Therefore, in this case (S1: No, S2: No, S3: No, S4: No), it is not necessary to obtain high grip performance as the performance of the wheel 2, and it is preferable to obtain fuel saving performance due to low rolling resistance. Therefore, a positive camber is assigned to the wheel 2 (S5), and this camber process is terminated.

  As a result, the ground pressure Rin of the first tread 21 is decreased and the ground pressure Rout of the second tread 22 is increased (see FIG. 6), so that the wheel using the low rolling resistance of the second tread 21 is utilized. 2 can be improved, and the fuel-saving performance of the vehicle 1 can be improved.

  As described above, according to the present embodiment, the camber angles θR and θL of the wheel 2 are adjusted by the camber angle adjusting device 4, and the ground pressure Rin in the first tread 21 and the ground pressure Rout in the second tread 22 are adjusted. By changing the ratio, it is possible to achieve both of the contradictory performances of acceleration performance and braking performance and fuel saving performance.

  Next, fail safe control when the camber angle adjusting device 4 becomes uncontrollable due to a failure of the camber angle adjusting device 4 or the vehicle control device 100 will be described. FIG. 8 is a flowchart of fail-safe control when the camber angle becomes uncontrollable when traveling straight, and FIG. 9 is a flowchart of fail-safe control when the camber angle becomes uncontrollable during turning.

  As shown in FIG. 8, when it is determined that the camber angle of at least one wheel is uncontrollable by the determining means when going straight, first, the camber angle of the wheel 2 that has become uncontrollable by the camber angle sensor device 60. Whether or not is 0 is determined (S21). In the process of S21, when it is determined that the camber angle is not 0 (S21: No), the control means matches the camber angle of the controllable wheel 2 with the camber angle of the wheel 2 that has become uncontrollable ( S22) In a state where the vehicle 1 is stabilized, the fail safe control is terminated.

  In the process of S21, when it is determined that the camber angle is 0 (S21: Yes), the control means matches the camber angle of the controllable wheel 2 with the camber angle of the wheel 2 that has become uncontrollable. (S23) The vehicle 1 is once stabilized. Next, the steering angle is detected by the steering sensor device 54a, the yaw rate is detected by the yaw rate sensor device 58, and the vehicle speed is detected by the vehicle speed sensor device 32 and the wheel rotation speed sensor device 35 (S24).

  Next, it is determined whether or not the yaw rate is 0 (S25). In the process of S25, when it is determined that the yaw rate is 0 (S25: Yes), the fail safe control is terminated. In the process of S25, when it is determined that the yaw rate is not 0 (S25: No), the control unit controls the steering mechanism 54 so that the yaw rate becomes 0 (S26).

  Next, it is determined whether or not the vehicle speed is lower than a predetermined speed (S27). In the process of S27, when it is determined that the vehicle speed is lower than the predetermined speed (S27: Yes), the steering control is ended (S28), and the fail safe control is ended. In the process of S27, when it is determined that the vehicle speed is higher than the predetermined speed (S27: No), the process returns to S24.

  As shown in FIG. 9, when it is determined that the camber angle of at least one wheel is uncontrollable by the determining means at the time of turning, first, the camber angle of the controllable wheel 2 is set to the uncontrollable wheel 2. (S31), the vehicle 1 is once stabilized. Next, the steering angle is detected by the steering sensor device 54a, the yaw rate is detected by the yaw rate sensor device 58, the vehicle speed is detected by the vehicle speed sensor device 32 and the wheel rotational speed sensor device 35, and the gradient is detected by the gradient sensor device 59. (S32). Subsequently, the yaw rate value required for turning is calculated by the calculation means from the steering angle, vehicle speed, gradient, and the like obtained in the processing of S32 (S33).

  Next, it is determined whether or not the yaw rate value is necessary for turning (S34). In the process of S34, when it is determined that the yaw rate value is necessary for turning (S34: Yes), the fail safe control is terminated. In the process of S34, when it is determined that the yaw rate value is not necessary for turning (S34: No), the control unit controls the steering mechanism 54 so that the yaw rate value necessary for turning is obtained.

  As described above, the first tread 21 and the second tread 22 arranged side by side in the width direction with respect to the first tread 21 and disposed on the outer side or the inner side of the vehicle 1 are provided. The two treads 22 are configured to have different characteristics, the first tread 21 is configured to have a higher gripping power than the second tread 22, and the second tread 22 is configured to have characteristics higher than the first tread 21. Then, the wheel 2 configured to have a low rolling resistance, the camber angle adjusting device 4 for adjusting the camber angle of the wheel 2, the steering mechanism 54 for steering the wheel 2, and the operation state of the steering mechanism 54 are detected. In the vehicle control device 100 including the steering sensor device 54 a and the camber angle sensor device 60 that detects the camber angle of the wheel 2, at least one When it is determined that the camber angle of the wheel 2 is uncontrollable, the camber angle of the controllable wheel 2 is controlled to be close to the camber angle of the uncontrollable wheel 2, and the steering mechanism 54 is controlled. When the camber angle adjusting device 4 breaks down and the camber angle becomes uncontrollable, the vehicle becomes stable by controlling the steering mechanism 54, and the vehicle becomes stable. 1 blurring can be reduced.

  Further, the vehicle 1 includes a vehicle speed detection unit that detects the vehicle speed of the vehicle 1 and a yaw rate sensor device 58 that detects the yaw rate value of the vehicle 1. When the vehicle speed of the vehicle 1 is equal to or higher than a predetermined speed when going straight, the yaw rate value of the vehicle 1 Since the steering mechanism 54 is controlled so as to approach 0, when the camber angle adjusting device 4 breaks down and the camber angle becomes uncontrollable, the vehicle 1 becomes stable by controlling the steering mechanism 54, and the vehicle 1 blurring can be reduced.

  The steering sensor device includes vehicle speed detecting means for detecting the vehicle speed of the vehicle 1, a yaw rate sensor device 58 for detecting the yaw rate value of the vehicle 1, and a gradient sensor device 59 for detecting the gradient of the vehicle 1. 54a, the vehicle speed detection means, the yaw rate sensor device 58, and the gradient sensor device 59 calculate the yaw rate value required for turning and control the steering mechanism 54 so as to approach the yaw rate value required for turning, so that the camber angle adjusting device 4 When the camber angle becomes uncontrollable due to failure, the vehicle is stabilized by controlling the steering mechanism 54, and can turn smoothly.

It is the schematic diagram which showed typically the vehicle by which the vehicle control apparatus in 1st Embodiment of this invention is mounted. (A) is a sectional view of a wheel, (b) is a schematic view for explaining the method of adjusting the steering angle and the camber angle of the wheel schematically. It is the block diagram which showed the electric constitution of the control apparatus for vehicles. It is the schematic diagram which showed typically the top view of the vehicle. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the negative camber was provided to the wheel. It is the schematic diagram which illustrated the front view of the vehicle typically, and is the state where the positive camber was provided to the wheel. It is a flowchart which shows a camber control process. It is a flowchart figure of the fail safe control when a camber angle becomes uncontrollable at the time of straight ahead. It is a flowchart figure of fail safe control when a camber angle becomes uncontrollable at the time of turning.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Control apparatus for vehicles, 1 ... Vehicle, 2 ... Wheel, 2FL ... Front wheel (wheel, left wheel), 2FR ... Front wheel (wheel, right wheel), 2RL ... Rear wheel (wheel, left wheel), 2RR ... Rear wheel (Wheel, right wheel), 21 ... first tread, 22 ... second tread, 4 ... camber angle adjusting device, 4a ... drive actuator (camber angle adjusting device), 4b ... camber drive shaft (camber angle adjusting device)

Claims (3)

A first tread and a second tread arranged side by side in the width direction with respect to the first tread and disposed outside or inside the vehicle, wherein the first tread and the second tread are different from each other. The first tread is configured to have a higher gripping force than the second tread, and the second tread has a lower rolling resistance than the first tread. Wheels configured to,
A camber angle adjusting device for adjusting the camber angle of the wheel;
A steering mechanism for steering the wheels;
A steering sensor device for detecting an operation state of the steering mechanism;
A camber angle sensor device for detecting the camber angle of the wheel,
When it is determined that the camber angle of at least one of the wheels is uncontrollable, the controllable camber angle of the wheel that is controllable is brought closer to the uncontrollable camber angle of the wheel, and the steering mechanism is controlled. A control apparatus for a vehicle. Vehicle speed detection means for detecting the vehicle speed of the vehicle;
A yaw rate sensor device for detecting the yaw rate value of the vehicle,
2. The vehicle control device according to claim 1, wherein the steering mechanism is controlled so that a yaw rate value of the vehicle approaches 0 when the vehicle speed of the vehicle is equal to or higher than a predetermined speed during straight travel. Vehicle speed detection means for detecting the vehicle speed of the vehicle;
A yaw rate sensor device for detecting the yaw rate value of the vehicle;
A gradient sensor device for detecting the gradient of the vehicle,
When turning, the yaw rate value required for turning is calculated from the steering sensor device, the vehicle speed detecting means, the yaw rate sensor device, and the gradient sensor device, and the steering mechanism is controlled to approach the yaw rate value required for the turning. The vehicle control device according to claim 1.

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